Bodensee–Toggenburg railway
blue: line of Schweizerischen Südostbahn (SOB) grey: line of the Swiss Federal Railways (SBB)
Overview
Owner	Südostbahn
Line number	870, 853
Termini	Romanshorn Nesslau-Neu St. Johann
Technical
Line length	58.72 km (36.49 mi)
Number of tracks	1
Track gauge	1,435 mm (4 ft 8+1⁄2 in)standard gauge
Minimum radius	200 metres (660 ft)
Electrification	15 kV  16.7 Hz AC
Operating speed	140 km/h (87 mph)
Maximum incline	Romanshorn–St. Gallen: 1.9% St. Gallen–Wattwil: 1.8% Wattwil–Nesslau-Neu St. Johann: 2.4%
Route map Legend km elev SBBfrom Kreuzlingen andSchaffhausenRE1S1 0.00 Romanshorn 398.5 m SBBline to/from Winterthur 1.20 Romanshorn Süd 399.2 m SBBline to Rorschach 3.03 Neukirch-Egnach 411.9 m 5.31 Steinebrunn 447.8 m 6.49 Thurgau St. Gallen canton border 7.29 Muolen 478.9 m 8.50 9.57 Häggenschwil-Winden[a] 512.1 m 9.86 11.10 12.84 Roggwil-Berg 560.2 m 13.98 15.55 Wittenbach ↓S82   603.4 m Bruggwald Tunnel (1731 m) 17.60 76.60 Bruggwald since 2011 627.0 m SBBline from RorschachS2S4S5 SOB link[b] since 2011 76.91 St. Fiden Nord since 2011 623.7 m 19.13 78.16 St. Gallen St. Fiden 645.5 m SBBRosenberg Tunnel (1466 m) ABline from Trogen 80.49 21.42 St. Gallen ↓VAES81 ↑S82 669.9 m ABline to Appenzell SBBline to WilS1S5 24.41 St. Gallen Haggen[c] 676.5 m Sitter Viaduct (366 m) Sturzenegg Tunnel (247 m) 26.45 Gübsensee since 1989 698.0 m 27.36 St. Gallen Appenzell Ausserrhoden canton border Heinrichsbad 1926–1960 Thal (163 m) ABline from Gossau Herisau workshop 29.73 Herisau ↑RE1S81 744.0 m ABline to Appenzell Glatt valley viaduct (296 m) 33.39 Schachen (Herisau)[d] 788.7 m 35.25 Schachen West since 2013 790.0 m 35.63 Weissenbach bridge (282 m) Bühlberg tunnel (366 m) 37.10 Degersheim summit 798.7 m 39.50 Degersheim West since 2003 762.9 m 42.42 Mogelsberg 714.8 m Schoren tunnel (141 m) 46.40 Brunnadern-Neckertal 654.4 m Wasserfluh Tunnel (3556 m) SBB linefrom WilS9 50.69 Lichtensteig Keilbahnhof 615.5 m left track owned by SBB until 2006 53.16 20.01 Wattwil ↑S9 613.6 m SBBRicken line to ZiegelbrückeVAES4 Wattwil–Ebnat-Kappel section leased by SBB until 2006 24.86 0.00 Ebnat-Kappel 630.1 m 4.26 Krummenau 713.0 m 7.85 Nesslau-Neu St. Johann ↑S2 758.7 m Source: Swiss railway atlas[1] This diagram: view talk edit

TheBodensee–Toggenburg railway is a mainly single-track standard-gauge line connectingRomanshorn onLake Constance (Bodensee in German) and theToggenburg region inEastern Switzerland. It was built by theBodensee-Toggenburg-Bahn (BT), a former railway company, which existed from 1910 until its merger with the"old" Südostbahn (SOB) to form the"new" Südostbahn (SOB) on 1 January 2001. Today, the line together with theWattwil–Ebnat-Kappel section forms the eastern network of the Südostbahn.

The BT consisted of thestandard gaugeadhesion railway from Romanshorn to St. Gallen St. Fiden (19.13 km) opened on 3 October 1910 and the standard gauge adhesion line fromSt. Gallen toWattwil (31.74 km), as well as the line fromEbnat-Kappel toNesslau-Neu St. Johann (7.85 km) opened on 1 October 1912.

The connecting sections of line from St. Gallen St. Fiden to St. Gallen HB and from Wattwil to Ebnat-Kappel were controlled by theSwiss Federal Railways (SBB), as it leased the Wattwil–Ebnat-Kappel section from the BT.

The first railway lines in Eastern Switzerland followed the river valleys and thus resulted in some large detours to the east for travel to the canton capital ofSt. Gallen. After the construction of theSt. Gallen Winkeln–Herisau railway by theSchweizerische Gesellschaft für Localbahnen, (later called theAppenzeller Bahn—Appenzell Railway; AB—and now part of theAppenzell Railways) had shown that it was possible to build railways at relatively low costs in the hilly terrain of the Alpine foothills, a large number of projects emerged in the Alpine foothills betweenLake Constance andLake Zürich. Some of the projects provided for lines connecting with the Appenzell Railway, other projects were developed independently of the AB. A narrow-gauge line through the Ricken andWasserfluh passes would have meant a winding, slow connection. A standard gauge railway was therefore required for the important intra-cantonal connection betweenRapperswil and St. Gallen. In particular, theennet dem Ricken ("beyond the Ricken" inSwiss German) group built political pressure in favour of the project.

As a result, the St. Gallen Grand Council agreed on 17 May 1887 to a request for a government loan ofSwiss francs (CHF) 7000 for preparatory work for a rail link from theLinth area via the Toggenburg to St. Gallen. The first expert opinion recommended a gap betweenEbnat andUznach, but this would still have required a detour viaWil to reach St. Gallen. An initiative committee (Initiativkomitee) for a St. Gallen–Herisau–Degersheim–Neckertal–Wattwil–Rapperwil railway link was formed in Degersheim in 1889. The leader was the Degersheim embroidery manufacturer Isidor Grauer-Frey, who also campaigned for an extension of the line beyond Rapperswil toZug in order to make a connection to theGotthard Railway. The maximum grade of 5.0% planned for theZürichsee–Gotthardbahn—the laterSchweizerische Südostbahn (SOB)—seemed to him unsuitable for main-line traffic. In 1889, the Grand Council granted the initiative committee a contribution of CHF 5,000 to submit an application for a concession for a St. Gallen–Zug railway. This concession was granted by the Federal Assembly on 27 June 1890.

There were still 15 years of disputes over the route ahead, with Grauer-Frey always vehemently opposed to local requests to use the line to promote local development. He was not able to determine all aspects of the route, but it was still possible to plan a relatively direct St. Gallen–Rapperswil route that met the standards of a main line. In addition, it proved possible to meet the goal of not exceeding a maximum grade of 1.8% as it was decided that climbing the Ricken pass would be avoided by building abase tunnel under the Ricken instead.

The project approved difficult to finance. After lengthy negotiations, the federation agreed—after it had been decided to buy and nationalise the large private railways in 1898—that the federal railway company would build theRicken Railway if thecanton of St. Gallen acquired theWil–Ebnat-Kappel railway (Toggenburgerbahn) and handed it over to the new company. Contracts were concluded in 1901 with the soon to be nationalisedUnited Swiss Railways (Vereinigte Schweizerbahnen; VSB). The Federal Assembly approved this deal on 19 December 1901 and transferred the Wattwil–Rapperswil line to the VSB on 20 December 1901.

Grauer-Frey's vision of a continuation of the line from Rapperswil to Zug remained unfulfilled and the concession expired after the Federal Assembly rejected a further extension of time on 22 December 1906. Nearly 90 years later, this dream re-emerged for a short time with a proposal for a "Hirzel Tunnel" under theNew Railway Link through the Alps project. In contrast, the St. Gallen–Romanshorn and the Ebnat–Nesslau Neu St. Johann projects, which were promoted by other initiators, were combined with the St. Gallen–Wattwil line into a single concession (Federal Decrees of 19 December 1902 and 11 April 1907).

A project was proposed for ametre-gaugeinterurban tramway on the St. Gallen–Wittenbach–Kügeliswinden–Neukirch–Amriswil route in 1889.Arbon also sought the construction of a narrow-gauge railway to St. Gallen viaRoggwil.^[2] The St. Gallen municipal council however, wanted a standard gauge railway to the port of Romanshorn, which served theLake Constance train ferries. At that time, Romanshorn was an important hub for freight traffic between Switzerland and Germany because the Basel Rhine ports did not start operating until 1922. Coal, iron and other goods were carried from Romanshorn to St. Gallen viaRorschach.

The line was opposed vigorously. The original project envisaged a 980 metre-long tunnel through the Rosenberg ridge fromSt. Gallen. The line would then run along theSitter river to the village ofWittenbach. It was then decided to share the SBB line from St. Gallen to St. Finden and the SBB built the double-trackRosenberg Tunnel in place of the single-track surface line through the city that had been built in 1856. Large civil engineering structures were not required, with the exception of theBruggwald Tunnel. The Federal Assembly granted the concession for the line on 15 April 1898.

When the project of the Bodensee–Toggenburg Railway became known publicly, every village in theSt. Gallen-Thurgau border area sought the best possible access from the railway line. A station serving theMuolen-Steinebrunn community was not approved by the population and had to be dropped. The original proposal envisaged anEgnach station before the junction with theLake Line (Seelinie). Egnach wanted its own connection to the BT even though it already had a station on the Lake Line. Finally Neukirch and Egnach agreed to have a common station with a corresponding double name.

The branch line from Wil to Ebnat of the Toggenburg Railway had been opened in 1870. In 1890, the St. GallenExecutive Council added an extension from Ebnat to Nesslau to the project. The Federal Assembly granted the concession on 17 June 1898. With a change in the statutes, the Ebnat-Kappel–Nesslau Neu St. Johann line became part of the Bodensee–Toggenburg railway on 6 February 1909. Shortly before the start of construction, alternative projects for narrow-gauge tramways appeared. A plan for a railway from Ebnat toUnterwasser was presented in 1907 and another plan for a railway from Wattwil toBuchs was presented in 1908. Because the BT already had the concession to Nesslau, the Federal Assembly granted a concession for a narrow-gauge railway from Nesslau only as far as Buchs on 24 June 1910.

The newSwiss Federal Railways (SBB) began the construction of theRicken Tunnel between Wattwil andKaltbrunn on 17 November 1903. The breakthrough took place, after delays caused byfiredamp, on 30 March 1908.

The first preparatory work for the construction of theWasserfluh Tunnel was started in Lichtensteig on 27 December 1905, beginning with the construction of the BT. The first works on the 99 metre-highSitter Viaduct did not start until the summer of 1908. The construction workers coming from Italy and Croatia were often ignorant of the German language and tensions arose between the population and the workers.

The BT had to contend with countless difficulties in its construction, so that the opening, which had been planned for the spring of 1910, had to be postponed for half a year. The BT had serious disputes with theAppenzeller Bahn (AB), asits line to St. Gallen competed with part of the BT line. Its station near the village of Herisau had to be relocated at the expense of BT. The SBB refused the BT the use of platform 1 inSt. Gallen, which made the construction of a bridge over theSBB line from Bruggen necessary.

Part of theBruggwald Tunnel collapsed during construction on 22 June 1909, resulting in seven casualties and a strike. The company commissioned to construct the Wasserfluh Tunnel was affected by two work stoppages and financial difficulties. The BT cancelled the contract and finished the tunnel under its own direction; seven people were killed during this work. Heavy and prolonged rainfall resulted in dozens of landslides, the repair of which caused much effort and expense. One side of the Hohenbühl embankment at Roggwil-Berg slipped only a few weeks before the line was opened.

• 
  Cutting between Neukirch-Egnach and Steinebrunn. Because of landslides the slopes had to be flattened.
• 
  Construction of the foundations of Herisau station; in the background is the village of Herisau with its church.
• 
  A particular difficulty was the Hohenbühl embankment near Roggwil-Berg, which slipped sideways.
• 
  With a length of 84 metres, theThur­viaduct I between Krummenau and Nesslau was the most important structure of the BT in the Upper Toggenburg.

The Romanshorn–St. Gallen St. Fiden and the St. Gallen–Wattwil lines were opened together with theRicken Railway between Wattwil and Uznach on 1 October 1910. The first train consisted of rolling stock from BT and SBB. Scheduled traffic started on 3 October 1910.

• 
  Opening train of the BT and theRicken Railway in Herisau on 1 October 1910. In front is a BT Eb 3/5 locomotive, behind is an SBB A 3/5.
• 
  Opening train in Herisau. Behind the locomotives is a baggage car, then six passenger coaches of the BT and six coaches of the SBB.
• 
  BT opening train with own and SBB passenger cars on the Glatt valley viaduct near Herisau
• 
  Opening train in Degersheim. Car 6 is a BT AB 51-56 coach and car 7 is an SBB AB 1752 coach from 1904 (rebuilt in 1925 as C 6839).

The extension of the Toggenburg line from Ebnat-Kappel to Nesslau was finally opened on 30 September 1912. Operations commenced on the 7.6 km-long line on 1 October 1912. It overcomes a height difference of 119 metres. It required three tunnels and several bridges.

The BT did not build thestation buildings as standardised types, but like theRhaetian Railway, it built station that were intended to reflect building types found in the area. The BT station buildings and the joint station in Lichtensteig were built according to drafts by the St. Gallen architect Salomon Schlatter.

The station buildings inWittenbach,Häggenschwil,Muolen andSteinebrunn are based on Thurgauhalf-timbered houses. The buildings in Wittenbach and Steinebrunn are characterised byMansard roofs and coupled windows, while in Häggenschwil and Muolen there are evenly distributed windows withshutters.Mogelsberg andBrunnadern received stations modelled on a Toggenburg farm house (a variety of Swisschalet) with a timber-frame extension. Schachen in the Appenzell region had a station with awood shingle screen that is typical of that region.

The stations buildings ofRoggwil-Berg and Neukirch-Egnach show similarities with the country houses that the wealthy of St. Galler andKonstanz built in the 18th century. The larger stations of Haggen, Herisau and Degersheim resemble the factory buildings of the area.

• 
  The half-timbered Muolen station
• 
  Roggwil-Berg station building
• 
  Herisau station about 1910
• 
  Schachen in thecanton of Appenzell AR
• 
  Mogelsberg in Toggenburg
• 
  Brunnadern with a freight train and a stagecoach toSt. Peterzell on the left
• 
  Keilbahnhof of Lichtensteig; platform of the BT on the left and platform (hidden) of the SBB on the right
• 
  Station building ofNesslau-Neu St.Johann after completion

The BT had procured its own rolling stock, but entered a contract with the SBB for its operation, because it hoped for financial savings as a result. However, a review in 1915 showed that handling its own operations would have lower costs. Negotiations with the SBB soon led to an agreement with the SBB proposing to maintain the continuous operations between Romanshorn and Rapperswil and between Wil and Nesslau and to use the rolling stock and personnel of the two railways in natural proportions. The BT took over its own operation on 1 May 1917. The necessary facilities for vehicle maintenance were built in Herisau for this purpose.

The opening of thepostal bus route from Nesslau toWildhaus on 1 May 1918 led to a significant increase in traffic on the railway line to Nesslau.

As soon as the First World War was over, a project was developed to build an electricmetre-gauge railway on the Nesslau-Wildhaus-Buchs SG route called theToggenburg-Werdenberg-Bahn (Toggenburg-Werdenberg Railway; TWB). With a 6.5% grade and curves with a minimum radius of 60 to 70 metres, the western end of the line would not have caused much difficulty. The summit was planned atWildhaus, right in the middle of the 32 kilometre-long route. The route down the eastern ramp from Wildhaus via Gamserberg toGams would have passed through a spiral tunnel. The Gams–Buchs line would have been built as a tramway. The costs were estimated at a remarkably low CHF 9.5 million.

The BT submitted an application for a 15.1-kilometre extension of its line to Wildhaus in 1944. The maximum slope would have been 5.0%. In addition to four tunnels, stations were planned inStein,Alt St. Johann, Unterwasser and Wildhaus. The project, which was intended as a work-creation measure, was not realised because there was very low unemployment after the war.

In 1926 two BCFm 2/4 petrol-poweredrailmotors were delivered to the BT, which allowed a reduction in the operating costs of some local trains and the operation of additional trains. Since the concept of "light operation" proved to be successful, not only locomotives, but also railcars were procured for the electrification of the line. The engines were removed from two petrol railmotors and they were converted into railcar trailers. The fact that they were not kept as a reserve for independent operations over unelectrified lines, such as the diesel railcar of the Appenzeller Bahn, suggests that theirpetrol engines were not completely satisfactory.^[3]

Electrification was already an issue during the construction of the line, but the SBB opposed it. From a technical point of view, there was still a great deal of uncertainty and no cost savings compared to steam operation. The First World War, which caused coal prices to rise, changed this view quickly. On 18 October 1920, BT's board of directors decided to electrify the St. Gallen–Wattwil–Nesslau line, but it rescinded this decision a year later, after coal prices had quickly returned to normal.

On 4 October 1926, there was an accident in the Ricken Tunnel (carbon monoxide poisoning of the train crew of a stopped freight train), which forced the SBB to electrify the tunnel immediately.

As a result, continuous steam operation to Rapperswil was not possible from 15 May 1927, so the board of directors of BT decided to fully electrify the BT lines on 12 April 1930. The Confederation and the cantons (with the involvement of the municipalities) granted the BT an electrification loan of CHF 3.9 million. In order to ensure continuous electrification, BT had to lease the Wattwil–Ebnat-Kappel line from the SBB because the latter did not intend to electrify the Toggenburg Railway in the foreseeable future—although the line was electrified during the Second World War.

The St. Gallen–Nesslau line has been operated electrically since 4 October 1931 and the Romanshorn–St. Gallen line since 24 January 1932.

With the commencement of the electric operation on the Südostbahn (SOB) in 1939, new possibilities for cooperation opened up. In 1940, direct trains were introduced between St. Gallen andArth-Goldau some of which were extended toLucerne on Sundays from 1945 and then daily from 1947. Thus theDirekte Linie Nordostschweiz–Zentralschweiz (north-east Switzerland–central Switzerland direct line) was created, which is now marketed as theVoralpen Express.

At the start of electrical operations, the SOB locomotives had not been delivered, so initially, both the BT and the SBB assisted with locomotives and railcars.

The idea to merge train operations and workshops was considered for the first time in 1955. The project failed, however, and the close cooperation in offering through trains found no equivalent in other areas of operations.

Apart from electrification, the condition of BT changed little during the first forty years. The highly-engineered lines in the foothills of the Alps created a debt burden and interest charges that were an enormous burden for the company. In the 1930s, the financial situation deteriorated so much that a partial renovation of the line was necessary in 1942/43 at the expense of the Federation and the cantons of St. Gallen and Thurgau. It was not until a new Railways Act was passed by the federal government in 1958 that the way was clear for the comprehensive renewal of the infrastructure and rolling stock fleet.

The BT equipped its lines withautomatic block signaling between 1954 and 1956. It used its proprietaryTeleblock system, which was cheaper than the usual systems thanks to the use of telephone relays. For its fiftieth anniversary, BT was able to commissionpush–pull operations with BDe 4/4 set No. 50. This train was equipped withfluorescent tube lighting, rubber-coveredgangway connections and a built-inend-of-train device. Two BDe 2/4 + ABt local push–pull trains were built in its own workshop and put into operation in 1961 and 1965.

With its first investment program, the rolling stock fleet was expanded in 1966–68 with three other BDe 4/4 push–pull trains and twelveEinheitswagen I (Swiss "unity coach 1", built between 1956 and 1967) and themechanical signal boxes were replaced byrelay interlockings. A second stage included the upgrade of the entire infrastructure. The focus of the upgrade of the Wittenbach–St.Gallen–Herisau–Degersheim section in 1973–1982 was to create a modern suburban line with customer-friendly station facilities. In a third stage, in 1984, six three-coachphase-controlled push–pull trains RBDe 4/4 + B + ABt were procured, which were used in regional transport. The fourth investment program enabled the purchase of six Re 4/4 locomotives in 1987/88, These were the world's firstfrequency changer locomotives withthree-phase asynchronous motors andgate turn-off thyristors. The first section of double track was opened inGübsensee in 1989, allowinghalf-hourly services between St. Gallen and Wattwil.

Under new leadership and in a changed political environment in the 1990s, talks began again on closer cooperation between the BT and the SOB. A retroactive merger was agreed to form a newSchweizerischen Südostbahn based in St. Gallen to take effect retroactively on 1 January 2001.

With the exception of theLötschberg railway of theBLS, BT had the largest number of engineering structures per kilometre of its owned line of any Swiss railway company.^[e] The large number of tunnels and bridges led to high construction and maintenance costs.

BT's lines included 17 tunnels with a total length of 6.927 km, of which theBruggwald and theWasserfluh Tunnels were more than 1 km long. Thus, 12.45% of the property length was underground.

BT's lines had 85 bridges over 2 metres in length (of which 16 are more than 60 metres in length) with a total length of 3.150 km. 5.66% of its property ownership consisted of bridge sections. In addition, the BT had the highest railway bridge in Switzerland, the 99 metre-highSitter Viaduct. The brick structure with a 120 metre-long half-timbered central section was also the longest bridge of the BT.

Bridges over 40 m long:

Because the BT's line basically consisted only of sections with connections that belonged to the SBB, personnel and rolling stock were always deployed across company boundaries. This was always with track access charges calculated on the basis of kilometres of track used, initially only in relation to the SBB, later with the establishment of the operation of the "direct line" in central Switzerland also in relation to the SOB.

A special feature is the double track between Lichtensteig and Wattwil. The western track formerly belonged to the SBB and the eastern track to the BT. Operationally, it was not a conventional double track line until 2006, but two adjacent single tracks. Trains could not run on the other track until the installation of a signal box and an adjustment of the tracks in 1977/78 (although traffic to/from Herisau only runs on track 2). Operation on the alternative track is used especially in the case of delays. Previously only the mountain-side (western) track could be used for D4 traffic (22.5 t axle load, 8.0 t/m linear load) and the other track could only be used for C3 traffic (20.0 t axle load, 7.2 t/m linear load). Since 2018 both tracks can be used for D4 traffic.^[4]

The BT had no less than seven joint stations.

• Romanshorn (SBB)
• St. Gallen St. Fiden (SBB)
• St. Gallen (SBB,TB,SGA/AB)
• Herisau (AB)
• Lichtensteig (SBB)
• Wattwil (SBB)
• Ebnat-Kappel (SBB, until 1931)

Under the SOB, the ownership of the assets of the former BT was adjusted between the SBB and the SOB during 2006 and responsibility for the operation of the Lichtensteig–Wattwil–Ebnat-Kappel section has belonged to the SOB since then. Specifically, the SBB have transferred its shares in these assets to the SOB in exchange for the former BT’s shares in St. Gallen station.

This section needs to beupdated. Please help update this article to reflect recent events or newly available information.(December 2021)

The line of the Bodensee-Toggenburg Railway company is now operated as part of theSt. Gallen S-Bahn. The fastest service is the hourlyVoralpen-Express (VAE) of the SOB from St.Gallen via Rapperswil to Lucerne and theRegioExpress from St.Gallen via Romanshorn andKonstanz to Kreuzlingen, whichThurbo operates every two hours. The whole line from Nesslau to Romanshorn is served by line S8, operated by Thurbo, which extends from Romanshorn toSchaffhausen. These services are supplemented by the S4 circular line (St. Gallen–Uznach–Sargans–St. Gallen) of the SOB. The S81 service (Herisau–Wittenbach) operates only in the peak hours.^[5]

The Südostbahn wants to reduce journey times from Wattwil to Nesslau to under half an hour in order to be able to runhalf-hourly rather than hourly services. Therefore the line will be upgraded as far as possible for higher speeds in 2019. Between Wattwil and Ebnat-Kappel trains will be able to run at 140 km/h. The exit speed from Wattwil station will be increased around 2021.^[6] The reversal of the service in Nesslau has been carried outautomatically without intervention by a driver since 2017.^[7]

Important freight traffic consists ofblock trains to theHäggenschwil-Winden tank farm and freight trains to serve a private railway siding in St. Gallen Haggen.

• Bachem, A (1910). "Bau der Rickenbahn".Gruss aus dem St.Galler Linthgebiet (in German). Uznach.{{cite book}}: CS1 maint: location missing publisher (link)
• Blust, Rolf (2010).Wie die Egnacher zu ihrer "Gemüsebahn" kamen (in German). Arbon: Druckerei Morgensen.ISBN 978-3-033-02605-6.
• Oswald, Gerhard (2004).Die Bodensee-Toggenburg-Bahn. Geschichte einer Ostschweizer Privatbahn (in German). Herisau: Appenzeller Verlag.ISBN 3-85882-361-9.
• Schubiger, J (1910). "Wie die Rickenbahn zustande kam".Gruss aus dem St.Galler Linthgebiet (in German). Uznach.{{cite book}}: CS1 maint: location missing publisher (link)
• Wägli, Hans G. (1980).Schienennetz Schweiz (in German). Bern: Generalsekretariat SBB.
• Wägli, Hans G. (2010).Schienennetz Schweiz und Bahnprofil Schweiz CH+ (in German). Zürich: AS Verlag.ISBN 978-3-909111-74-9.
• Bodensee-Toggenburg-Zürichsee (in German). St.Gallen: SIA. 1911.

• Railway lines in Switzerland
• Railway lines opened in 1910
• 1910 establishments in Switzerland
• Südostbahn lines
• 15 kV AC railway electrification

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